Automatic crossing protector



May 2l, 1929. M. F. DAVIS AUTOMATIC CROSSING PROTCTOR Filed April 30, 1927 3 Sheets-Sheet ATTO R N EY WITNESS:

May 21', 1929. M. F. DAVIS Y AUTOMATIC CROSSING PROTECTOR Filed April 30,' 1927 3 Sheets-Sheet INVENTOR O BY j 0 WITNESS:

ATTO R N EY May 2l, 1929. M. F. DAVIS 1,714,417

AUTOMATIC CROSSING PROTECTOR FiledApril so,- 1927 s sheets-sheet s Wil hmmh I 'H /y Y//l///////////{/////////////////l/// LUHMS'L l. l?

ATTORNEY mim Patented May 21, 1929.

UNITED *STATES -MILLAILD I'IIILIIORE DAVIS, or MENDENHALL'MISSISSIPPI.

f AUTOMATIC CROSSING PROTECTOR.

v Application led VApril 30,

r My present invention .hasV reference to a `warning signal for railway crossings. v

An object of the invention is the provision of mechanical means operated by'a train` ap-v preaching a crossing for Aautomatically throwing signals at the crossing to signaling position so thatV tralic will have ample warning that a train is approaching the crossing and v l wherein the signal means are also automatically returned toinitial or non-signaling position by the train mechanism after the train has passed the crossing. l i

A still further object is the provision of a warning or danger signal for railway crossings whichl shall include both a signal arm or semaphore and a normally housed lamp, both of said signals being simultaneously and automatically swung to signaling position, partly across a railway crossing through the medium vof a striker-element supported-at the'front of an engine approaching the crossing from either directlon, the said striker engagingy contacts associated with the signal mechanism for first throwing the signals to signaling positions andr thereafter returning the said signals to non-signaling positions after thetrain has passed the crossing, the striker element being so connected to the engine as to permit of the said engine backing over the crossing without affecting the signaling mechanism. v Y

To the attainment of the above broadly stated objects and many othersvwhich will present themselves as the nature of the invention is better understood, the improvement further consists in certain other novel features of construction, combination and opera'-` tive associationof parts, one ysatisfactory embodiment of which is disclosed by the accompanying drawings.

In the drawings: Y l Figure 1 is-'a plan view illustrating the application of my improvement. ,r

Figure 2is a sectional view approximately 0n the line 2)-2 of Figure 1.

Figure 3 is a lperspective view ofthe signal operating mechanism for one side of the cross- Ing.

Figure 4 is a similar view of the mechanism employed atthe second side of the crossing.

Figure 5 is a side elevation of the housing for the signal lamp, parts being in section,

ot-ed to an outstanding lu of a slide 16, The sldeis 1n the nature of a 1927. Serial No. 187,923.

`and the lamp'being shown projected through the housing,

Figure 6 is a plan View thereof7 with parts also in section.`

Figure 7 is a side view` ofV the swingable striker connected with the engine.

FigureS is a front View thereof. In Figures 1 and 2 ofthe drawings I have shown my improvement in connection with a single track rail, but it will be obvious as the description progresses that the device may be employed with equal efficiency v upon l.a kmultiple track system. Also in the drawings the parts constituting tlieimprovement are in the main exposed, but in practice the operating parts are covered v as much as possiblevto protect the same from weather conditions. I

Referring now to the drawingsin detail, the numeral 1 designates a track, 2 the `ties upon which the rails are spiked and 3 the crossing. Y A In the showing of the drawings onl or between two of the ties2, outward with res ect to the track there are hingedly supporte( the offset ends or feet portions of a substantially U-shaped contact member 4. Ther U-shaped member 4 has pivotally connected to the center thereof a link 5,- and the link in turn is pivoted to arod 6 lwhichis directed towardV the crossing 3. Therod is varranged toslide vthrough suitable bearings 7 fixed on' the ties ing 3. The second crank portion of the'shaft 10 is indicated fordistinction by the numeral 11 and this crank portion isdisposedat the vsecond side'of the track in somewhattclose signal 113. The arm 12 has pivoted thereto a link 14,'the free endof the link being piv- 15y on one edge ly disclosed by Figures 1 and 2 of the draw? ings.

The arm 12 of the crank shaft 10 has an outwardly directed portion 21 to which is pivoted a link 22. The link 22 is directed downwardly through a hollow member preferably in the nature of a pipe 2B embedded `transversely in the crossing, as clearly disclosed by Figures 1 and 2 of the drawings. Thelink 22 is pivotally connected to a rod 24 in thehollow member 28, the said rod being guided through vsuitable bearings 25.

VThe second end ofthe rod is connected to a lateral extension on a depending arm 26 projecting from the base of a substantially U-shaped contact member 27. The base of the contact member is supported in suitable bearings 28, as clearly disclosed in Figures 1 and 2 of the drawings. The contact member 27 has pivoted thereto a link 29, which in turn is pivoted to a rod 30, similar to the rod 6. The rod 30 is slidable through suitable bearings 31 and is, of course, directed along the track at the opposite side of the crossing than that on `which the `rod 6 is arranged. The rod 30 is pivotally connected to a link 33 whichA inV turn is pivoted to one of the crank portions 34 of a shaft 35, the said shaft being ournaled in suitable bearings 36 in one of the ties 2. Thesecond crank portion of the shaft is for distinct-ion indicated by the numeral 37 and is arranged in a line with the crank portion 11 of the shaft 10 and-is disposed at an angle orinclination `with respect to the crank portion 34 on the shaft 35.

OnJ the support vor the cowcatcher at the front of the locomotive 38 there is fixed a bracket 39. The bracket has outstanding spaced lugs orfingers 40 between which there is pivoted, as at 41, a depending finger 42. The finger is swingable outwardly from the bracket 39, but is held from such swinging in an opposite direction by contact with the bracket.

.The parts are in non-signaling position when in the full line positions as disclosed by Figure 1 and 2 ofthe drawings. llt is, of course, to be understood that the contact 4, and the Contact provided by the crank portion 37 of the shaft 35 are arranged comparatively great distances from the crossing 3. We will suppose the locomotive approaching is in the position illustratedby dotted lines in Figure 2 of the drawings and is approaching the crossing. The striker finger 42 will engage with and swing the contact 4, moving the rod 6 longitudinally and throwing the imam? engage with the contact 27 which, through the medium of the rod 24, will. iniiuence the crank shaft 10 to its initial position, so it will be noted that the train when approaching the crossing actuates thesignaling devices'and when leaving the crossing influences the said deviccstonon-signalingpositions. Shouldthe train approach `the crossing in an opposite direction the striker linger will first engage with the contact 37 and the crank shaft 35, which imparts "a longitudinal movement to the rod 24 which swings the contact 37 in the same direction as when the contact 4 is actuated and iniiuencin'g the crank shaft 10 to bring the signals to signaling position. When the train passes over the crossing a striker finger will engage with the second crank and with the crank or other contact portion 11 of the crank shaft 10, swinging the said crank shaft in a reverse direction and bringing the signals to non-signaling position.`

The improvement is of an extremely' simple nature, and when once installed needs -no attention except for thel lighting and extinguishing of the signal lamps. The improvement will obviate the liability of injury to life and property on railway crossings at isolated places and while I have herein set forth a satisfactory embodiment of my improved construction as it now appears to ine obviously 1 d o notvwish to be restricted to the precise details of construction as herein disclosed and, therefore, hold myself entitledto make such changes therefrom as fairly fall within the scope of what I claim.

Having described the invention, I claim 1. A danger signal for railwayci'ossings,

including a crank shaft ournaled in bearings at a crossing, a signal arm on the shaft, a housing, a slide in the housing connected with the arm, and said slide designed to sustain a signal lamp thereon, in combination with means actuated by the train approaching the i crossinor for swinging the crank shaft to throw t ie signal arm and to slide the lamp to signaling positions andto again swing the crank shaft after passing the crossing to return the said crank shaft to initial position.

2. A danger signal for railway crossings,

including crank-shafts, one `of lwhich is jour! naled at the crossing and the other a distance away from the crossing, an angle arm on the first mentioned crankshaft carrying a signal flag, a housing, a plate slidable in the housing and connected 4with the arm and said plate sliduble rod connected to the arm, and a link connection between this rod and the end of the first mentioned crank shaft, all as and 10 for the purpose' set forth.

In testimony whereof I affix my signature.

v MILLARD F. DAVIS. 

